NT5224

Batchelor in The Top End about $90 month, might be a little less.

Yesterday was my birthday and my gorgeous wife presented me with a very personal little gift -a tiny flying fox- she knitted as a mascot for our cockpit. He's about two inches tall and soft, so no hazard and I have just the spot for him on the dashboard. In true aviator style he's got a leather helmet and goggles and scarf... :) Does anybody else fly with a mascot? Alan

Hi Yenn You might be confusing Buzz with 'Gus Grisson' who Young flew with on Gemini 3, and who was subsequently killed in the Apollo 1 launch pad fire. Alan

Hi all I've recently read a personal memoir that I found both fascinating and inspiring, and a damn good read for those with aviation interest... Its written by a bloke called 'John Young' who I'd never previously heard of (he's clearly not much of a self publicist!) . He had a background in aeronautical engineering and a stint in the navy before signing on as a NASA astronaut. John went on to have a 42 year career with NASA, through the Gemini and Apollo programs. He then piloted the the Space Shuttle on two missions -and he went to the Moon. Twice! (One landing and one practice landing to test the Lunar module). Old John and his two offsiders still hold the record for the fastest speed achieved by man when they threw open the throttle on Apollo 10 to get home a day early.... But aside from the extraordinary adventures, the account offers some amazing behind the scenes glimpses into the early days of the astronaut corps and some of the personal friendships, animosities and rivalries that existed. Clearly there was quite a bit of the 'wrong stuff' amongst all the 'right stuff' they mustered into the space program. I'll say no more. A fascinating read: 'Forever Young' by John Young. Cheers Alan

Hi folks So I've been reading a lot about 'Alaskan style' Tundra Tyres lately, the alleged pros and cons, (from both the regulator and pilots' points of view), but haven't seen too many examples around in Australia. Has anybody on here any personal experience of operating an aircraft with them? I'd like to know more about their effect on aircraft performance and stability, but also about the process of certification (if that be required) as a modification under RAA in Australia. Has anybody imported them and fitted them after-market? Cheers Alan

We all owe a lot to the fine individuals who helped bring us into the fold as aviators.... Many of my former instructors I now rank among my friends. But I often wonder why they do it? I know young GA flight trainers are often building hours to further their aviation careers, but what about the blokes instructing RAA? Same thing? Most of the instructors I've spoken to don't seem to make much money out of it (-but perhaps I'm wrong). So I'm wondering what motivates you instructor types to do what you do? Is it a sense of civic duty, ushering in the next generation of flyers, giving back to the sport -or are you adrenaline junkies who crave the thrill of white knuckle circuits in the hands of terrified rookie pilots? Do you see it as a way of improving your own flying skills and airmanship? So, what are the pros and cons of flight instruction, and why do people keep stepping forward to train others, -particularly if there is little economic reward...? Just curious Alan

Hi folks I just wanted to share this wonderful resource, in case anybody out there hasn't come across it yet. The flyer's guide; an elementary handbook for aviators : Gill, Napier John, 1890- : Free Download & Streaming : Internet Archive The flyers guide looks like it was written in 1916 or 1917, back in the days when flying was 'stick and rudder' and barely a decade after men first took to the air. What fascinates me is not how elementary our predecessors understanding of aeronautics, but how comparatively advanced it was... Captain Gill knew his stuff! The first section of the book highlights that wartime flight training typically ran to about three hours up .... And it further occurs to me that for many recruits to the Great War, their aviation training may have been their first encounter with the internal combustion engine, as obviously these weren't so widely found in households back then. Cheers Alan

G'day Phil Welcome to the forum. I'm just a little further up the track from you, Hayes Creek way. The Top End is terrific country for flying over, whatever your choice of aircraft. If your looking to expand to other aircraft types I'm not sure what your training options would be in Katherine. Sometimes Top End Flying club runs a satellite operation down there, sometimes not. Good luck Alan

Hey, I'm not in a position to buy -but just loved the pics of your aircraft since the start of this thread. Why are you selling such a smart little plane after just four years ? Upgrading to something better? If i'd seen this a year ago i might have snapped it up... Hope you get a quick sale and it goes to a good home Alan

Just because you blokes are making me jealous looking at pics of your 'draggers here's a snap of ours with the father in law giving it a proprietorial inspection. As a life long model aircraft builder and engineer I was pleased at his positive assessment.

If you're flying down Birdsville way I guess it might be worth tracking across to Lake Eyre to check if there's any wet stuff in there... I recall two blokes from MKT flew down in Drifters a couple of years back when the lake was full, and it turned into quite an adventure....

Ladies and gents, I reckon there's some wonderful flying to be done around our very own Top End. Flying over Kakadu flood plains during the wet is quite extraordinary, as is flying along the Arnhemland escarpment. I've never flown them, but I'm guessing some sections of the Kimberley would also make for above-average aviating. Alan

Hi folks I've just been looking at the L1 online course content. Doesn't seem unreasonable -but nowhere in the instructions does it tell you HOW the online learning system operates, and how long it will take. DingerPPC, (or anybody) can you let me know whether you can log in and out of the course as you do it ( i.e. complete it over a series of days, or weeks), and how long it took you to get through? Also, what reference materials did you need to refer to? The tech manual obviously, but what else? Also, I'm assuming that those who already have L1 stamped on their certificates need to do this .... can anybody tell me how long we've got before our current L1 status becomes invalid? I'm assuming its like when they introduced 'Human Factors' and we get a few months grace period to do the course... Cheers Alan

Folks I take it all back and must give credit where its due In response to my latest Email the RAA admin have immediately written back and told me that my membership has been renewed as of the 3oth June. They claim to have sent me an Email to this effect, but checking my Inbox, Trash and Spam boxes in my Email, I honestly can't find as that notification. So all is fine. My renewal only took five emails. Cheers Alan

I left a comment in a previous thread about this. For the last two months I have been trying to renew my RAA membership. 'Trying' because I'm still not a financial member, not entitled to fly and locked out of the RAA website. I have sent 5 emails to the office, given them my credit card details and received three automated responses and 2 actual messages. Because I'm overseas at present I can't easily just lift the phone and sort this out. Surely it shouldn't be this hard, especially now the systems have been upgraded? I'm honestly getting quite frustrated now and if nothing happens with my latest enquiry I will try contact the CEO directly. Has anybody else faced renewal problems recently? Or am I an isolated case? Cheers Alan

I'm delighted at the response my question has prompted, and impressed at the flights that have been flown. The Murphy is actually extremely comfortable in flight but what I've found does improve comfort after a few hours is taking my feet off the rudder pedals (I have full Cessna pedals), and flying with the stick. Obviously, if I get some turbulence, or a little yaw, they go straight back on to correct. Does any body else do this? Alan

Folks, I'm posting this question in a moment of idle curiosity. Our Recreational fleet is not known for comfort on long flights, and different aircraft have very different capabilities, but I know a few among us who have carried a pee bottle (metaphorically or otherwise) and flown quite long stages when going cross-country. So I'm interested to know whats been your longest flight in a RAA registered aircraft -both in terms of distance traversed and time aloft (endurance)? I'd be helpful to know the aircraft flown to put the flight in context... I'll kick this off and say my longest leg flying the Murphy would probably only be about 4 hours, which half empties the tanks. But its so slow that a plastic fantastic would probably have gone further in two hours!

Whats happening at RAA? About a month ago I used the 'new streamlined system' to renew my membership about a week before it expired and received an automatically generated email indicating it would take five days to process and renew. Then I heard nothing. Yesterday I tried to log onto the RAA website and found I wasn't able too. I 'm apparently no longer a Member: My renewal was not enacted. I've just written to the office and they claim no knowledge of my renewal request. To be honest, if I had not received the confirmation email I would have probably followed up sooner. Anybody else having problems under the new system? Can we get some comments back to the office to help sort out the problems? Cheers Alan

Oh, so here's where the real flyers post? :) Some of you folks from the Northern Rivers may recognise the wonderful machine I acquired from your district a few months back: Its kinda distinctive! But I've since flown it up to its new home on the real 'Northern Rivers' -up in the Top End. Although I hadn't tail-dragged since the very start of my flight training (some years ago), I found it incredibly forgiving to fly and land. Its not 'twitchy' -like some of the newer high performance aircraft. I'd make a great solid aircraft to learn to fly on -if only it was a 24 reg! Gonna rack up a hundred hours or so in it, get to understand how it flies and then consider whether I want to change the prop and possibly beef up the undercarriage for flying off my own bush strip. The Top End is your playground with one of these! Cheers Alan

Thanks for the clear explanation Don! But a couple of things I still don't get regarding RAAs intention to achieve flying priviledges equivalent with CASA's RPL. Apart from MTOW, several other things are requirement for RA registration, including stall speeds and of course the 1 passenger limit. If RAA is seeking equivalence with aircraft flown on a RPL, and our MTOW rises significantly, how will that effect those other limitations on RAA registered aircraft? For example, can you envision RAA certified pilots flying with more than one passenger? If so, I'm now wondering how two parallel administrative frameworks advances the cause of recreational aviation? Perhaps the two pathways are intended to ultimately merge? Or, regardless of MTOW, will RAA aircraft always be restricted in some respects compared GA registered (RPL) ? Cheers Alan

G'Day folks ! I have heard that RAA may have submitted a request to CASA to allow RAA registered aircraft types that are design and manufacturer certified for operation at above 600Kg to be registered at a higher MTOW. I have a couple of questions about this because so far I have only come across very general references to it. First, if the request is successful, anybody know what the new RAA MTOW is likely to be, (i.e what is being requested by RAA) ? Second, will the increase only apply to new aircraft coming onto the register that meet the criteria and specifications, or would there be a mechanism for revising the MTOW of aircraft already on the register, e.g by having a new weight and balance done? Does anybody know anything or could direct me to more information? Cheers Alan

Hi folks I'm following this discussion with interest -and occasional chuckles. Let me cast my own two cents in the ring: When I first signed up we were AUF, so I've been around a couple years, but not as long as some. I have never taken a interest in the political wranglings of the organization as for me it was always about the flying, and the privileges that membership of our organization conferred. Having said that, I always enjoyed and appreciated the magazine, which I'm sure we all agree improved a lot before hard copy circulation ended. Some great work was done upgrading the magazine -and those efforts should be recognized. Its a shame that the hard copy was withdrawn as a free publication, after such great work. I still pay extra to receive it.... Having stated the above I will go on to say that I engaged in the politics of RAA (for the first ever!) to participate in the vote earlier this month. I felt the issues under consideration were tremendously important, and that to some extent their significance was being downplayed in simplified summaries circulated to us members. It also appeared to me that only one point of view was being articulated in the spin. I cast my vote (by proxy as I am overseas) and have observed the outcome. To be honest, the outcome doesn't surprise me, given the way that one position was so forcefully advocated to the membership. Clearly lots of resources went into securing the 'yes' vote. So we are no longer a sporting association but now a limited company with paid directors. The change in the structure of the board means that never again will a fellow Territorian sit at the board table and input into decisions: Even if he has PhD in aeronautical engineering and a string of business degrees! Realistically, the board will now be dominated 'skills-based' Canberrans who are part of the inner clique, and if positions are salaried, it will change the altruism of serving the organisation, and the competition for positions. Vested interests will doubtless become yet more vested, now that money is involved. Clearly I'm personally disappointed with how things have gone for our association, but will respect the democratic process, and the decision of my peers. Now I'm really hoping these blokes prove my concerns unfounded. Our association (or is it a company now?) is an amazing thing: It grants us the privilege of flight without the costs or over-regulation of flying GA. So I reckon we should get behind the new board structure and give it a chance. As many have pointed out, there is a need for dramatic change if RAA is going to turn around the current state of affairs (dwindling funds, dwindling membership and by extension, dwindling influence with The Regulator). If this switch to a corporate entity was what was required to fix the problems and maintain our flying privileges, then I reckon its a small price to pay. And if the new board can win a MTOW increase to somewhere north of 700kg, all will be forgiven.... :) Hell, I might be even be able to wet my fuel tanks with two up... ;) Alan

Pylon500: OZFLY, I like it..... Scott: I completely appreciate your point, and agree. However, the logical conclusion would be to make radio mandatory for all aircraft -since dangerously high traffic densities may potentially occur at any time, any location. I'm not sure why radios are not mandatory, but until they are, I reckon we should find a way to make it work and allow non radio equipped aircraft to attend. For myself, I wouldn't fly without a radio.

First, I completely agree with those questioning the name 'Ozkosh'. Totally irrelevant to us. Doesn't the location of the planned Aussie event have a name? Why can't we use that? Actually, I quite liked 'Natfly'. That meant something to me. Second, if it's legal to fly without a radio then I don't see why it should be any different at a particular event. Personally I don't understand why anybody would want to fly without one, and I'd like to think most aviators were sufficiently responsible to see the benefits to themselves and their fellow pilots. But I say no to additional regulation at the event. Alan

In considering the cost benefits of Sport Pilot hard copy vs digital, its not just the print costs which has bearing on the final margins. What about the revenues the printed version was generating? I'm thinking corporate advertising and also aviation classifieds. I wonder how the reduced hard copy circulation may have effected advertising and the overall margins of the magazine? I still don't see much difference myself but wonder if anybody knows..? Alan